Brake take-up



April 14, 1931. R. w. v FlsHBAcK BRAKE TAKE-UP Failed- Mar-Ch 6, 1929 Afro/FNM Patented Apr. 19'31 UNITED STATES PATENT OFFICE ROBERT W. -E1sHEAcx, or Los ANGELES, CALIFORNIA, AssIGNoRTo HUGHES Toor.

CoMPANY, or HoUsToN, TExAs, A CORPORATION F TEXAS BRAKE TAKE-UP` Application filed 'March 6, 1929.` Serial No. 344,853.

This linvention relates to braking apparatus and ismore particularly directed to improved wear compensating means associated with a brake of the general type usually employed on motor vehicles.

It is an object of the invention to provide an improved take-up means for automaticall compensating for wear of the braking sur aces so as to maintain the same braking efficiency when said surfaces become worn as when they are new.

A further object is to provide such a device associated With the operating means of a hydraulic brake, to insure a uniform stroke 15 of said operating means while producing a change of location of the zone of said stroke coincident to wear of the braking surfaces. It is another object to provide a take-up device which consists of a single one-piece element capable of being cheaply made by stamping from sheet metal.

Various other objects and advantages will be more fully apparent frombthe followingA description of the accompanying drawings p ,25 which form a partof this disclosure and which illustrate a preferred form of embodi ment of the invention.

In the drawings,

Fig. 1 is a side elevation of a brake mechal nism of the hydraulic type containing the improvements of the present invention, the brake drum being shown in section.

Fig. 2 isa' vertical section taken on the line 2-2 of Fig. 1.'

Fig. 3 is an enlarged plan section taken on the line 3-3 of Fig. 1.

Fig. 4 is a detail plan view of the take-up element employed'. y

Fig. 5 is a detail sectionshowing the takeupdcviceassociated with a modified form of brake operating means;

Fig. 6 is a similar detail section showing the device associated with still another moditied form of brake'operating means.-

In brake mechanism of the general character herein disclosed, the braking effect is produced by movement of the brake shoes a distance suicient to move' them fromla position of spaced relation with respect to the brake drum, to'tight frictional engagement therewith. This movement is effected by introduction of fluid under pressure into a cylinder having a brake operating piston associated with the brake shoe. The source of pressure may be of any desired vcharacter capable of supplying fluid to the brake cylin-v der under su cient pressure to produce the desired braking effect andin the usual practice such pressure is supplied by a master piston having a limited operating stroke producing, under normal conditions, a maximum pressure suilicient for producing a maximum braking effect. However7 brake linings are subjected to relatively rapid wear and may soon become `so worn as to require an appreciable increase of the stroke of the brake piston in relation to the limited stroke of the master piston, to bring the brake shoe into Contact with the brake drum, thus rendering it impossible to obtain a maximum braking eect without readjusting the brake, unless some means is provided for eecting an automatic adjustment as the wear takes lace. f

'In accordance with the present invention, wear compensating means is provided toV at all times insure a uniform brake movement from disengaged to maximum braking positions but which will shift the zone of such uniform movement coincident with wear of the braking surfaces.

Referring to the drawings, Figs. 1 and 2 illustrate a general brake assembly including a brake drum 10 which may be secured in any desired 'manner to a vehicle wheel (not shown) lto rotate therewith. A brake supporting plate 11 is preferably secured to an axle housing 12, and pivotally supported upon studs 13 fixed to said plate are op osed brake shoes 14 disposed within the rake drum and each having a brake lining 14a secured to its outer surface and adapted,.when said shoes are expanded, to engage the inner Vbrake surface of the drum.

Mounted upon the upper portion of the plate 11 between the free ends of the opposed brake shoes 14 is abrake'cylinder 15, said cylinder, as shown in Fig-3, containing opposed pistons 16, each engaging a companion piston rod 17 which extends outwardly through a bore in an adjacent end wall 18 of the cylinder, and is pivotally connected at 19 to the adjacent brake shoe. A spring 20 connected ,to Athe two brake shoes vyieldingly urges'said shoes toward retracted. positions away from contact with the brake drum.

The end walls 18 of the brake cy 'pder consist of rubber caps lwhich embrace the outer -ends of the cylinder and engage in external grooves formed in the outer surface of the cylinder-wall.

Engaging the inner surface of each of the brake pistons 16 is a packing cup 21 of leather or other suitable yieldin materialand within each packing cup 2l t ere is a reinforcing cup member 22, preferably formed of relatively thin metal. In the central4 portion of the cylinder between the two pistons is a coil spring 23 engaging the reinforcing member 22A of both pistons and having sufficient teusion to hold the packing cups, 21 in contact with the respective pistons at all times, the tension of the spring 23 being relatively light as comparedwith the tension of the spring so that the spring 23 has no appreciable retarding effect upon the release of the brake shoes. With this arrangement. no nuts or other fastening means are required within the brake cylinder and the pistons, as well as the cup packings and their reinforcing members, may be entirely devoid of openings, particularly these parts do not require axial bores for reception of a piston rod (as is usual in other piston assemblies), which necessitate fluid-tight joints'with the piston rods. A

. iiuid port 24 leads into the brake cylinder 15 between the two pistons and communicates is within the brake Cylinger and spaced exi-x ally from the transverse plane of the outer edge laof the associated piston 16. By reason of the pivotal connection afforded by the socket 26 and the rounded end of the pisof the free end of the associ ated pivoted brake ton rod, and the fact that the `end wall 18 is formed of rubber, therehis providedsuilicient exlbility of the piston lrod to compensate for the slight deviation of the outer end of thel piston rod fromthe axial center of the brake cylinder which is due to the arcuate movement shoe.

The means for compensating for wear of the braking surfaces includes 4van automatic take-up disc 28 associated with-*each piston rod/17. As shown in Fig. 4, each of these discs 28 has a central bore 28a defining an 1nner marginal portion 280 and is slit radially at circularly spaced intervals as indicated at L28e,said slits preferably extending inwardly to said inner marginal portion 28o and defining a plurality of radially disposed segmenta members 28s.

The discs 28 are made of relatively thin spring metal and in initial condition they are substantially iiat and of slightly larger external diameter than the diameter of the bore of the brake cylinder 15. When the discs 28 are initially inserted into they cylinder bore, in front of the respective pistons, the several segmental members. 28sl thereof are bowed slightly inwardly, as shown in Y Fig. 3, so that their inherent spring tension tends to force the peripheral edges of said segments into forceful contact with the cylinder wall. the inner marginal portions 28a thereof will be behind the'stop shoulder 27 ofthe associated piston rod, and when the mechanism `is in the normal position shown in Fig. 3,

the normalizing spring 20 will urge the two brake members or shoes 14 and their associated piston rods 17 toward each other until the stop shoulders 27 engage the inner marginal portions 28o of the respective take-up discs 28. This inward pressure of the shoulder 27 against the inner marginal portion 280 of the disc 28 will tend to urge the disc inwardly but, due to the bowed curvature of the several segments 28s and the resulting angle of contact of their peripheral edges with the wall of the cylinder 15 these segments assume the function of compression struts having a one-way gripping or biting action against the cylinder wall, which gripping or biting action will effectively prevent In such position of the discs 2.8v

inward movement of .the'disc 28 and of the piston rod 17 and its connectedparts. The discs thus constitute an adjustable stop means for limiting the retractive movements of the brake actuating piston rods and the associated brake shoes.

p In a brake applying operation, fluid under pressure is forced into the central portion of the brake cylinder 15, between the opposed portions 16, by way of the conduit 25 andthe inlet port 24. The pressure ex- -erted by the pressure generating means will cause the two-brake pistons 16 and their associate'd piston rods to separate, thus causing the brake shoes 14 to be expanded into braking contact withthe brake drum 10. In

a normal braking operation of this character the take-up discs 28 remain in the positions shown and the piston rods 17 freely slide through the bores 28a of therespective discs, the stop shoulders 27 on thei'ods 17 moving awayv from the inner marginal portions 28e of said discsA and: the outer peripheral edges 16a of the pistons moving toward the outer marginal portions ofthe' segments 288 thereof. `It will, however, be noted thatin thev normal condition of the mechanism, the edge 4normal maximum brake movement.

16a of each piston is spaced from the outer marginal portion ofthe associated take-up disc 28, a distance indicatedfat-a' in Fig. 3. This distance mi determines the full brake applymg movement necessary under normal conditions to secure a maximum braking effect and may aptly be termed tliezone of Upon wear of the braking surfaces a greater expansion of the brake shoes-14 will be required in order to properly contact with the brake drum 10 and consequently the' brake operating piston rods 17 and pistons 16 must be further forced outwardly. When this condition exists the first subsequent brakinto contact with the outer margined por-v tionsof the several segments 28s of the takeup or stop discs 28, and, duringv a further outward travel of said pistons 16 to take-up or compensate for the Wear 4of the braking surf-aces, each piston will bodily translate or slide its associated take-up disc 28 outwardly along the wall of the cylinder bore,

advance, to which they are moved during the first subsequent braking operation after the wear occurs. Thus saiddiscs 28, in their new positions, arrest the next return movements ofthe piston rods 17, after which the maximum zones of movement" of the brake ,shoes and their operating pistons and piston rods again become equal to with said zones in relatively new positions advanced in pro-I portion to the amount of wear compensated In the foregoing description the 'term brake shoe is intended to include other -commonly lknown devices'for the application A A bands vand discs, and' while the operating mechanism is illustrated and described as lzip-' invention may be utilized in combination with of brake pressure, such` as flexible brake plied to aminternal type vof brake, it should be understood that the. rinciple upon which the resentinvention is ased may with equal faci 'tybe applied to. various t pes of brakes,

:including those of the externa shoe or brake band type. #It-'will also be obvious that the those types offbrake mechanisms requiring only on'ejpiston and piston rod inthe vbrake While in the'- preferred arrangement above described each take-up disc 28 is bodily translated bythe engagement of the outer edge ing operations will first canse the brake pistons 16 to travel outwardly the distance 'm to bringv the outer edges 16a of said pistons 16a of the associated piston with the outer mar 'nal portion of said disc, it will be apreciated that approximately the same efect can be had by engaging an inner portion of the piston against the inner portion of the disc, as illustrated in Fig-5, wherein the hub portion of the piston has been lengthcned and the skirt portion thereof has been somewhat shortened. In this arrangement the outer end 160 of the piston hub constitutes the Itranslating abutment which engages the inner portion of the disc 28 and translates said disc ina wear compensating operation.

Another quite similar arrangement is illustrated in Fig. 6 wherein the translating abutment 16e is directly upon the rod, in which case the piston itself at no time directly engages the'take-up disc 28. In this arrangement the rounded end portion of the rod, inl cludin the translatin abutment, is made in the orm of `a separabIe part so that the disc may be assembled upon .the rod between the two abutments.

From the above it will be evident that the mechanism herein illustrated and described is fully capable of fulfilling the objects primarily stated. However, it is-to be understood that I do not wish to limit the invention to the specific-form of embodiment disclosed, for it is susceptiblel ofl embodiment in various other forms such as will come'within the broad scope of the following claims.

\ I claim asmy invention: 1. In a brake mechanism, the combination of a air of opposed relatively movable brake mem ers; a cylinder; an operating means including a piston within said cylinder and an associated rod for forcing one of said brake members into braking contact with the other, there being a stop abutment on said rod and an opposed translating abutment relativelyspaced from said stop abutment'a distance equal to the normal maximum stroke of said o erating means; andan automatic take-up evice between said abutments and having a one-way gripping engagement with the cylinder wall, said device being ositioned so as to be engaged by said stop'a utment during a brake release stroke-of the operating means, to limit the separation of the brake members, and so as to\be engaged and bodily translated `by said translating abutment when the normal maximum brake applying stroke of said operating means is exceeded by reason of wear ofthe brake members, to compensate for such wear.

y 2. In a brake mechanism, the'combination of: a pair of opposed relatively movable brake members; a cylinder; an operating means including a piston within said cylinder and an associated rod for forcing one of said brake members into braking contact with the other, there being a stop abutment on said rod and an opposed translating abutment relatively spaced from said stop abutment a of said operating means; and an automatic vtake-up strut device'between said abutments and having a one-way gripping engagement with the cylinder Wall, said device being positioned so as to be engagedby said stop abutment during a brake release stroke of the operating means, to serve as a compressionl strut limiting the 'separation of the brake members, and so as to be engaged and bodily translated by said translating'abutment when the normal maximum brake applying stroke of said operating means is exceeded by reason of wear of the Abrake members, to compensate for such wear.

3. In a brake mechanism, the combination of pair of opposed relatively movable brake members; a cylinder; an operating means including a piston within said cylinder and an associated rod for forcing one of said brake members into braking Contact with the other, there being a stop abutment on said rod and an opposed translating abutment relatively spaced from said stop abutment a distance equal to the normal maximum stroke of said operating means; and an automatic takeg-up device between said abutments and having a one-way gripping engagement with the cylinder wall, said device being posiby said stop abutment during a brake release stroke of the operating means, to limit the separation of the brake members, and so as to be engaged at a point adjacent the cylinder wall and bodily translated by said translating abutment when the lnormal maximum brake applying stroke of said operating means is exceeded by reason of wear of the brake members; to compensate for such wear.

4. In a brake mechanism, the combination of: a pair 'of opposed relatively movable brakeV members; a cylinder; an operating means including a piston within said cylinder and an associated rod for forcing one of said brake members into braking contact with the other, there being a stop abutment on said rod and an` opposed translating abutment relatively spaced from said stop abutment a distance equal to the normal maximum stroke of said operating means; and an automatic take-up strut device between said abutments and having a` .one-way gripping engagement Jvith the cylinder wall, said device being positioned so as to be engaged at its inner portion by said stop abutment during a brake release stroke of the operating means, to serve as a compression strut limiting the separation of r the brake members, and so as to bigengaged at a point adjacent the cylinder wal and bodily translated by said translating abutment when the normal maximum brake applying stroke of said operating means is exceeded by reason of wear ofthe brake members, to compensate for such wear. 4 l i 5. In a brake mechanism,.the combination tioned so as to be engaged at its inner portion' of: a pair of opposed relatively movable brake members; a cylinder; an operatlng means including a piston within said cylinder and an associated rod for forcing one of said brake members into braking contact with the other, there being a stop abutment on said rod and an opposed translating abutment disposed in said cylinder between said abutments and having a cylinder engaging portion iexed longitudinally of the cylinder toward said translatingabutment so thatv the inherent tension of said element is exerted to Cause a one-way gripping engagement of said element against the cylinder wall, said element being positioned so as to be engaged at its inner portion by said stop abutment during a brake 'release stroke of the operating means, .to limit the separation of the brake members, and so as to be engaged at a point adjacent the cylindervwall' and bodily translated by said translating abutment when the normal maximum brake applying stroke of said operating means is exceeded byreason of wear of the brake members, to compensate for such wear.

6. In a brake mechanism, the combination of: a `pair of opposedl relatively movable brake members; a cylinder; an operating.

ment a distance equal to the normal maximum stroke of said operating means; and an rsely disposed in said cylinder and surrounding said rod between said abutments, said take-up dischaving itsouter marginal portion radially split at circularly spaced intervals and iexed longitudinally of said cylinder toward said translating abutment ,so that its inherent tension is exerted to insure a one-way gripping engagement of said disc against the cylinder wall, and said take-` up disc being positioned so as to be engaged` by said stop abutment during a brake release stroke of the operating means, to limit the separation of the brake me ers, and so as to be engaged and bodily translated by said translating abutment When'the normal maximum brake applying stroke. of said operating means -exceeded by reason of wear 'of the .brake members, to compensate for such wear. v

7. Ina brake mechanism, the combination of: a pair of opposed relatively movable brake members; 'a cylinder; an operating means including a piston within said cylinder and an associated rod for forcing one of automatic spring-metal take-up disc trans-A` said brake members into braking contact with the other, there being a stop abutment on said rod and an opposed translating abutment relatively spaced from said stop abut- Y ment a distance equal to the normal maximum stroke of said operating means; and an automatic spring-metal take-up disc transversely disposed in said cylinder and surrounding said rod between said abutments, said'take-up disc having its outer marginal portion radially split at circularly spaced intervals and flexed longitudinally of said cylinder toward said translating abutment so that its inherent tension isv exerted to insure a one-Way gripping engagement of said disc against the cylinder Wall, and said take-up disc being positioned so that its inner marginal .portion surrounding said rod will be engaged by said sto abutment during a 20 brake release stroke o the operating means,

to cause said disc to function as a compression strut for arresting said brake release stroke, and so that its outer marginal por- A tion vadjacent the cylinder Wall will be engaged by the translating abutment when the normal maximum brake applying stroke of the loperating meansv is exceeded by reason of Wear of the brake members, to thus bodily translate said take-up disc for compensating 3o' for such wear. 8. A take-up element for a piston-rod of a brake operating piston and cylinder, said element comprising a normallyflat disc of spring lmetal having a central lbore and an outer 35. marginal portion radially split at circularly spaced intervals, said element being larger in diameter than the bore of the cylinder in lwhich it is intended to function, so that it will be necessary to longitudinally flex said 40 outer marginal portion to insert said element into said cylinder, whereby said outer marginal portion will have a one-way gripping engagement with the cylinder wall when said take-up element is in its position of use.

In testimony whereof, I have hereunto set my hand at Los Angeles, California, this 1st day of March, 1929.

' ROBERT W. FISHBACK. 

